Fuel pump injection for compression ignition engines

ABSTRACT

A fuel injection system for compression ignition internal combustion engines wherein relatively small volumetric constant fuel injection is required with potency varied dependent upon the required power application. A constant stroke and constant volume differential ram pump is operated in timed relation to the engine crankshaft rotation, with a fuel mixing and displacement unit for each engine cylinder involved, and in its preferred form the injector per se is incorporated in said ram pump. The structural functions are: low pressure metering and homogenous mixing together of discretely small amounts of at least two liquid fuels, one of maximum potency and one of lesser or minimum potency such as a dilutant and/or other additive as may be required; the averaging of power through multiple power strokes or revolutions, and the constant volume injection results in full stroke fuel injection reduced peak pressure and smoothness of an operation especially adapted to small light weight engines; all of which is due to the controllability of relatively small discrete amounts of liquid to be injected.

United States Patent [1 1 [111 3,921,599 Grow 1 Nov. 25, 1975 [54] FUELPUMP INJECTION FOR Primary Examiner-Charles J. Myhre COMPRESSIONIGNITION ENGINES Inventor: Harlow B. Grow, Pacific Palisades,

Calif.

Assignee: Craig H. Grow, Pacific Palisades;

Bruce W. Grow, Manhattan Beach, both of Calif, part interest to eachFiled: Apr. 21, 1972 Appl. No.: 246,318

US. Cl. 123/25 A; 123/25 E; 123/25 M Int. Cl. FOZd 19/00 Field of Search123/139 R, 139 AK, 25 R,

[56] References Cited UNITED STATES PATENTS 955,024 4/1910 Walker et al.417/545 1,261,061 4/1918 Seymour 123/139 R 1,636,614 7/1972Prellwitz.... 92/166 3,311,030 3/1967 Halstead 92/165 R 3,749,097 7/1973Grow 123/25 E Assistant Examiner-R. H. Lazarus ABSTRACT A fuel injectionsystem for compression ignition internal combustion engines whereinrelatively small volumetric constant fuel injection is required'withpotency varied dependent upon the required power application. A constantstroke and constant volume differential ram pump is operated in timedrelation to the engine crankshaft rotation, with a fuel mixing anddisplacement unit for each engine cylinder involved, and in itspreferred form the injector per se is incorporated in said ram pump. Thestructural functions are: low pressure metering and homogenous mixingtogether of discretely small amounts of at least two liquid fuels, oneof maximum potency and one of lesser or minimum potency such as adilutant and/or other additive as may be required; the averaging ofpower through multiple power strokes or revolutions, and the constantvolume injection results in full stroke fuel injection reduced peakpressure and smoothness of an operation especially adapted to smalllight weight engines; all of which is due to the controllability ofrelatively small discrete amounts of liquid to be injected.

11 Claims, 7 Drawing Figures Sheet 1 of 2 3,921,599

U.S. Patent Nov. 25, 1975 f A 6% M Z/ "W M K a 1 F 2 ..W F F 4 2 wt r r.0 as n umwfiwwrr V0 LU ME US. Patent Nov.25, 1975 Sheet20f2 3,921,599

IIIII KNJ'E'CT ON FUEL PUMP INJECTION FOR COMPRESSION IGNITION ENGINESRELATED PATENT AND APPLICATION This invention relates to and involvesimprovements to my U.S. Pat. No. 2,319,958 entitled METHOD AND MEANS FORCONTROLLING COMBUSTION EN- GINES dated May 25, 1943 and to my co-pendingapplication Ser. No. 95,527 entitled INTERNAL COM- BUSTION ENGINECONTROL and filed Dec. 14, 1970 and now issued as U.S. Pat. No.3,749,097 dated July 31, 1973.

BACKGROUND It is the constant volume injection principle which isutilized and to the end that the pressure volume curve of the engine isimproved and uncontrolled pressure changes therein eliminated, and as aconsequence making it possible to deliver smoother power at higher ratesin engines of lighter construction. However, the constant volume solidinjection herein disclosed is to be distinguished from the constantvolume cycle of the Otto cycle engines wherein a mixture of air andcombustible fuel is drawn into a cylinder and compressed therein beforeignition. I am particularly concerned herein with the compressionignition engine, improved so as to more closely approach theoreticalperfection. The injection fuel is a homogenous mixture of at least twoliquids, one such as oil or fossil fuel with its full compliment ofconstituents and properties which afford a maximum power potentialcommonly rated in British Thermal Units, and one such as water(preferably treated, for example modified or pure or distilled water)with its lesser potency or inert or partially inert properties insofaras combustibility is concerned. In addition to the use of fossil fuelsmixed with water, I contemplate the mixture of alcohol and like fuelswith water; wherein the water-alcohol will serve as the idling mixtureand will have anti-freeze properties.

FIELD OF INVENTION In practicing this fuel injection concept, there areinherent structural problems with respect to the application thereof torelatively small engines. The injector pump as it is disclosed incorresponding application; Ser. No. 97,527 issued July 31, 1973 andcited herein as U.S. Pat. No. 3,749,097 is feasible but could bestructurally incapable of transmitting the necessary forces in smallvolume injection environments. That is, because of the volumerepresented by the pumping ram, the mixing chamber will pump less thanthe transfer chamber and the difference will be the volume of fueldelivered to the engine cylinder; and this is a problem for smallerengines in that the diameter of the pump ram can be so small for thedesired fuel volume that it would be structurally incapable oftransmitting the forces necessary to do the pumping. Therefore, it is anobject of this invention to construct the pump injector so that thestructural incapability is not a problem, by providing a differentialram pump wherein there are no restrictions prohibiting adequatestructure to withstand the high pressure pumping as circumstancesrequire.

An object of this invention is to provide an injection system for Dieselcycle engines which can be placed thereon as may be required, directlyassociated as an injector at each cylinder or as a remote injector pumpunit with hydraulic delivery lines extending to the cylinder injectorsper se.

Another object of this invention is to provide a combined constantvolume pump adapted to intermix two liquid fuels and discriminatelyinject the admixture thereof discretely therefrom and into the enginecylinders. With the present invention, the injector per se isincorporated in the pump ram characterized by its differential diameterswhich are advantageously employed to acquire structural strengthrequired for the high pressure fuel injection.

Accordingly, the improvements herein disclosed are advantageouslyutilized for obtaining maximum or peak performance fuel admixed with aminimum or low performance fuel. The quality of the compression ignitionengine is in no way adversely affected and equal volume of variable BTU(power) is provided for each power stroke of the engine. The injectionis completely controllable and the admixture of various fuels andsemi-fuels is practicible. The potency of each power injection isaveraged whereby sudden changes are made impossible, while the fuelpotency increase or decrease is affected without unreasonable delay, bydesign in proportioning the differential pump ram as related to thecylinder displacement into which the fuel is injected.

An adjunct of the foregoing objects is that sudden changes infuel-dilutan't cannot occur with consequent smoothness of operation, theconstant volume injection eliminates the usually accepted peak pressuresresulting from the explosive characteristics of fuel injectionaccompanied by ignition lag, and all to the end that peak pressures arereduced so that lighter weight engine structures become permissible,while increasing the potential power output through all speed ranges dueto the closer realization of a true constant pressure Diesel cycle.

DRAWINGS The various objects and features of this invention will befully understood from the following detailed description of the typicalpreferred forms and applications thereof, throughout which descriptionreference is made to the accompanying drawings, in which:

FIGS. 1, 2 and 3 are pressure-volume diagrams as shown by indicatorcards, FIG. 1 being a composite diagram of the Carnot, Diesel and Ottocycles,

FIG. 2 being variations of the normally injected Diesel cycle and FIG. 3being variations of the Diesel cycle affected by the constant volumeinjection of the present invention.

FIG. 4 is a crosssectional elevation of the fundamentals involved in acompression ignition engine embodying the injector of the presentinvention.

FIG. 5 is a schematic diagram illustrating the fundamental differentialram injector pump and preferred systems that are provided to service thesame.

FIG. 6 illustrates the preferred and combined differential ram pump andinjector, and

FIG. 7 illustrates a modified ram pump.

PREFERRED EMBODIMENT This disclosure requires an understanding ofvarious internal combustion cycles and pre pressure-volume diagramsthereof as depicted graphically on the indicator cards developed forthat purpose. Three such card diagrams are shown in FIG. I, 2 and 3 ofthe drawings; FIG. 1 illustrating the theoretical envelope curvesembracing Carnot, Diesel and Otto cycles; FIG. 2 illustrating thevariations that occur in the normally injected Diesel cycle; and FIG. 3showing the improvements realized by the constant volume variablepotency injected of the present invention.

Referring to FIG. 1, a two cycle envelope is shown and which is much thesame for all internal combustion engines. The point of ignition aindicates the start of the combustion process that adds heat to theworking fluid. If the theoretical Carnot cycle could be achieved byadding heat isothermically, the lowermost constant temperature line a-bwould have bounded the top of the pressure volume curve. The otherextreme is the Otto cycle which is quite successful but with recognizeddisadvantages which need not be discussed herein, and the uppermostconstant volume line a-c bounding the top of the pressure volume curve.The Diesel cycle is shown as a compromising constant pressure line a-dwhich theoretically bounds the top of the pressure-volume curve butwhich in practically does not, for various'reasons that will now bepointed out.

The a-d constant pressure curve of FIG. 1 leads us to believe that theDiesel engine operates on constant pressure during fuel injection, butthis ideal is not realized in practice since indicator cards showignition lag followed by sharply rising peak pressures resulting fromthe explosive characteristics of the said ignition. Referring now toFIG. 2, a typical four cycle Diesel envelope is illustrated with itscharacteristic pressure peak following ignition as a result of ignitionlag. The theoretical constant pressure curves a-d, is represented byseveral dimensional distances along said curve, namely in degrees ofrotation l, 2 and 3 which represent the degrees of crank rotation duringconventional fuel injection, for full load condition (1) and two partialload conditions (2 and 3). The dimension 1 represents the practicalmaximum degree of rotation for constant pressure (volume) fuelinjection, while dimension 2 represents a lesser degree of rotation frompoint a where cut-off of the injection occurs; and while dimension 3represents the minimum degree of rotation for 'idle speed. It will beapparent that speed and load control is provided for, but'at great costsand resulting in rough engine operation; due to loss of the constantpressure characteristics and all of which requires heavy enginestructures in order to cope with peak loads as they are imposed by overinjection at insufficient engine speeds.

Referring now to FIG. 3 and the present invention, a typical four cycleDiesel envelope is illustrated but with a reduced pressure peakfollowing ignition and characterized by a continued elevation of the topcurves of the envelope terminating at the one cut-off line d (a verticalline on the chart). The distance 1 remains the same for all powersettings, while the pressure drops between points a and d, dependentupon the potency of the fuel-dilutant which is injected at a constantrate. For example, line 4 corresponds to previously described line 2,representing a diluted injection for a lesser load than the maximum loadline extending between a and 11'; while line 5 represents a fullydiluted idle speed injection corresponding to previously described line3. Note that fluid injection at a constant rate or volume occurs betweenpointa and cut-off line 11.

In accordance with the present invention, I have provided an improvedfuel pump injector for accomplishing the constant volume variablepotency charging of engine cylinders'operating on the Diesel cyclewherein constant pressure operation is sought at a theoretica goal. Eachpumping device involves a pump cylinder A,

a partition B separatingthe cylinder into dual chambers X and Y, adifferential ram C entering the chambers X and Y respectively andpositioning the partition B in the cylinder A, means D reciprocatingthe. same in timed relation to rotation of the engine, a metered fuelsupply means E, a metered fuel-dilutant supply means F, and in the firstform of FIG. 5 a remote valved injector means G opening into the enginecylinder, or in the.

second form of FIG. 6 a valved injector means G incorporated in thedifferential ram C and opening ,di-' rectly into the engine cylinder.FIG. 7 illustrates the synchronous operation of separate differentiallysized rams entering the dual chambers X and Y. j

The idea of means embodied in the physical elements of the deviceinvolves the dual chambers X and Y, a I

transfer chamber Y in which the fuel and fuel-dilutant are mixed, and astorage chamber X in which fuel mixture not injected is remixed andstored. This remixing and storage concept provides for an averaging offueldilutant potency over a number of engine cycles depen- Thecompression ignition engine can vary widely and i in each instanceinvolves a frame 10 journaling a crank-. shaft 11 and carrying acylinder 12 closed by a head 13 and in which a piston 14 reciprocatesaccording to the angular displacements of the crank connected to the.piston by a rod 14. Whether two or four cycle, there is a maximum numberof degrees following the ignition point (a) through which fuel injectioncan occur (a-d), and it is this number of degrees which isconstantemployed by the means D hereinafter described.

The pump cylinder A has an inner diameter wall 15 accurately turnedabout a central axis, thecylinder opening having substantial length andclosed at opposite ends by heads 16 and 17, at least one of which isremovable for disassembly. Referring to the first form of i FIG. 5, thelower head 17 incorporates guide bore 17" therethrough and the variousfluid passages therein that are involved with the means E, F, and G,while the upper head 16 incorporates a guide bore 16' there through. Thesaid guide bores 16' and 17 reciprocally carry the opposite end portionsof the differential ram C. Except for certain features of theaforementioned E, F and G the cylinder A is closed by entry of the ram Cthrough the guide bores 16' and 17'.

Referring to the preferred form of FIG. 6, the partition B is preferablya piston that is operable in the cylinder A and has an outer diameterwall 19 accurately I turned about the central axis and of substantiallylesser length than the distance between the heads of the cylinder. Inpractice, the partition-piston B is a discshaped element with flatspaced and parallel top and bottom faces 20 and 21 disposed in planesnormal to said axis. As is preferred and conducive to fluid inductionand mixing, the piston B is attached to the differential ram C, and ispreferably integral therewith. The piston faces 20 and 21 remain spacedfrom the heads 16 and 17 re spectively thereby establishing the dualchambers in the cylinder A, the transfer chamber Y and the storage.

chamber X. It is the transfer chamber Y which receives metered amountsof fuel-dilutant for comingling, and it is the storage chamber X whichaverages the changes in meter. The capacity for averaging by the chamber5 is dependent upon its remaining unswept volume and accordingly thesaid chamber is sizable. As shown, the ram C enters through the twochambers X and Y.

The differential ram C that enters the cylinder A is effective in itsmovement upon the fluids in both chambers X and Y. Although it isfeasible to fix the partition B immovably in the cylinder A, it ispreferred to attach the partition as a piston to the ram C. Inaccordance with the improvements of this invention the guide bores 16and 17' are slideably sealed'with differentially sized ram pistons 23and 24 respectively. As shown, the ram piston 23 which enters throughthe guide bore 16 and into the storage chamber X is of larger crosssectional configuration than the ram piston 24 which enters through theguide bore 17' and into the transfer chamber Y. The differential crosssectional configuration is minimized for a correspondingly maximizedstroke required, while the volumetric displacement varies alternatelybetween the two chambers X and Y, the total volume being alternatelyincreased and decreased by reciprocal movement of the differential ramC. That is, upward withdrawal of the differential ram increases thetotal volumetric displacement while downward advancement decreases thetotal volumetric displacement. However, the fluid flow is unobvious andin accordance with the invention involves open fluid communicationbetween the chambers X and Y. The open fluid communication can takevarious forms and is preferably a port 22 extending diagonally throughthe partition B between the faces 20 and 21 thereof as shown. It is thefree passage of fluid between chambers X and which is provided, and theadvantageous feature of the differential ram C is the substantialdiameters of the slightly differentially sized ram pistons 23 and 24.

The means D reciprocating the ram C in timed relation to rotation of theengine can vary in form and construction and it is shown as a cam andtappet drive means. Thus, the ram has a tappet 25 that extends from thecylinder guide bore 18 to engage and follow a cam 27 that revolves witha shaft 26 driven at half engine speed (four cycle timing) throughtiming gears (not shown), the latter being driven by the crankshaft 11.It will be apparent how the lobe of the cam 26 shifts the tappet 25 soas to project the larger ram piston 23 of differential ram C into thechamber X and thereby move the partition B so as to augment the chamberX while the diminishing the chamber Y while the total displacement isdiminished. A return spring 29 can be employed to return the tappet, thecharacteristic feature being the uniformity of stroke.

The metered fuel supply means E and metered fueldilutant supply means Foperate cooperatively to supply or replenish a full injection charge tothe chamber X following each constant volume injection therefrom. Tothis end, the means E involves a valve 30 adapted to intermittentlyadmit fuel, and the means F involves a valve 31 adapted tointermittently admit fuel-dilutant. Essentially, the valves 30 and 31are alike and are opened in inversely balanced degree or for variablybalanced time intervals; all for the purpose of completely replenishingthe augmenting chamber Y. Accordingly, the means E supplies fuel, forexample oil, from a constant pressure supply 32; while the means Fsupplies dilutant for example inert liquid such as mineral oil or water,from a constant pressure supply 33. Depending upon the liquidviscosities involved, the said constant pressures are set at suitablelevels and/or the liquids are supplied through orifices of suitablediameter. Therefore, the chamber Y augmentation draws the fuel-dilutantmixture into it, the two liquids being pressurized so as to flowthereinto.

Referring to the metering valves 30 and 31 and the constant pressuresupplies 32 and 33, constant pressure is established by means of pumps34 and 35 that deliver the liquids through pressure regulators 36 and 37respectively. In practice, the discharge apertures remain constant asdoes the regulated pressure. The amount of delivered liquid in eachinstance can vary according to the time during which the valves 30 and31 are fully opened, for example a sequential opening of one valve 30 atthe beginning of the intake stroke followed by opening of the othervalve 31 which closes at the end of the intake stroke. Or, the pressuresto the valves 30 and 31 are inversely varied by the regulators 36 and37, in which case the valves 30 and 31 are simultaneously and fullyopened during the entire inlet stroke of the ram piston. I The preferredcoordination between means E and F involves the variable orificemetering valves 30 and 31 as they are shown in FIGS. 5 and 6, in whichcase the electrical potential applied to retract the needle 40 from thevalve seat and against a return spring 42 opens the valves inverselyvaried amounts. The said electrical potential is controllably determinedby a rheostat 41 wherein the opposite terminals 43 and 44 of theresistance are connected to valve opening solenoids 45 and 46respectively, and wherein the moving contact 47 thereof operates betweenthe said terminals. A contactor 50 revolves with the shaft 27 and cam 26and which conducts current during the intake stroke of the differentialram C and partition B.

The valved injector means G involves a nozzle 56 that opens into theengine cylinder 12 at the combustion chamber thereof, and has a checkvalve that prevents the return of fuel-dilutant mixture into chamber Y.Consequently, the delivery is forward at all times through a tube or thelike which delivers a suitably potent charge into the engine cylinderfor burning.

Referring now to the second form of FIG. 6, the projection of one of theram pistons and preferably the ram piston 24 is employed as the injectormeans G, the entire means G being incorporated in the differential ramC. As is shown, the valved injector means G is carried reciprocabledifferential ram C so that its nozzle 56' is projected into thecombustion chamber of the engine cylinder during the power strokeeffected thereby. In accordance with this form of the invention, the rampiston 24' is elongated so as to project through the head 17, therebeing a delivery passage 58 extending through the ram piston and itsnozzle extension to openly communicate with transfer chamber Yimmediately below the partition-piston B. The lowermost of the end ofthe nozzle 56 is exposed into the engine cylinder where the passage 58is closed by an orifice fitting 59 which captures the check valveelement 55' that sets upwardly so as to prevent backflow of fluids.

Referring now to the third form of FIG. 7 the differentialcharacteristics of the two chambers X and Y is established by separateram pistons 23 and 24" projected independently into the two chambersrespectively. The ram pistons 23" and 24" are moved together as a unitor synchronously in timed relation as circumstances require, and asindicated diagrammatically they are interconnected and reciprocatetogether. The partition B with its diagonal port 22" causes theintermixture of liquids and the delivery of the mixture is as abovedescribed when the total volume of the two chambers is diminished.

From the foregoing, it will be seen that fossil fuel (or alcohol) isadmixed into a dilutant such as water or any suitably inert liquid. Thedifferential ram C provides a greater displacement of fluid at chamber Xthan at chamber Y through movement of the ram piston 23 and 24, therebeing a lesser discharge from chamber X through port 22 and into chamberY than intake into chamber Y when the latter chamber is augmenting.

The valves and 31 are also check-valves which i stop reverse flow ofliquid, while the valve 55 (55) does the same. Consequently, isolationof the pump unit from the relatively high injection pressures and/orcombustion chamber pressures is inherent, and with the result that thecontrolled admixing of the two or more fuels is at lower pressures. Whenthe chamber Y is augmenting it is isolated from the engine cylinder 12by the injection check-valve, during which time the valves 30 and 31 areopened so as to meter fuel-dilutant into chamber Y while previouslyaveraged admixtures are transfered into chamber Y from the storagechamber X. During this augmentation of the transfer chamber Y theprevailing pressures are established solely by the fuel supply means Eand F, at relatively low pressures as compared with injection pressures.Conversely, when the chamber Y is diminishing it is isolated from saidsupply means E and F by virtue of the check-valves 30 and 31, duringwhich time the injection check-valve passes the prevailing averaged andadmixed fuel-dilutant into the combustion chamber of the cylinder 12.This direct averaging injection into the engine Cylinder eliminates thehigh costs of the usual complex injector systems, and by employing thedifferential ram C hereinabove disclosed it is possible to use fullstroke fuel injection for, accurate control of the fuel delivered duringeach power cycle. The charging of chamber X through port 22 equals thepreceding discharge from chamber Y when the latter chamber isdiminishing. Thus, the chamber X breathes from and into chamber Yreceiving therefrom the prevailing admixture of fuel-dilutant. Duringaugmentation of chamber Y the two diverse liquids are introduced bypressured means E and F as by forcefully bringing the two streamstogether into colliding engagement. The impingement and consequentcavitation results in a thorough mixing and/or homogenization atrelatively low pressure within the augmenting chamber Y, followed bytransfer and further comingling of the admixture with precedent mixedcharges in the augmenting chamber X.

Having described only typical preferred forms and applications of myinvention, 1 do not wish to be limited or restricted to the specificdetails herein set forth, but wish to reserve to myself anymodifications or variations that may appears to those skilled in theart:

I claim:

1. Full stroke fuel pump injection for a compression ignition enginehaving a combustion chamber, and including: a pump body having closeddual chambers therein, a transfer chamber and a storage chamber, therebeing restricted fluid communication between the transfer chamber andthe storage chamber; differentially sized fluid displacement ramsentering into the said transfer chamber and storage chamber to reverselychange the volumetric displacements thereof respectively; meansreversely reciprocating the said fluid displacement means into saidtransfer and storage chambers in timed relation to cycling of theengine; a metered fuel supply means and a metered fuel dilutant supplymeans both opening into the said transfer chamber and charging the samewith fuel and fuel dilutant respectively in proportionate quantities andin timed relation to cycling of the engine; and nozzle means openingfrom the said transfer chamber and into the combustion chamber of theengine.

2. The fuel pump injection for engines as set forth in claim 1 andwherein the said differentially sized fluid displacement rams are movedsimultaneously by said means reversely reciprocating the same.

3. The fuel pump injection for engines as set forth in claim 1 andwherein the said differentially sized fluid displacement rams are movedsimultaneously at varied rates by said means reversely reciprocating thesame.

4. The fuel pump injection for engines as set forth in claim 1 andwherein the said differentially sized fluid displacement rams are movedsimultaneously at the same rate by said means reversely reciprocatingthe same.

5. The fuel pump injection for engines as set forth in claim 1 andwherein the said differentially sized fluid displacement rams areintegrally formed a ram with dif ferentially sized ram pistons operablein said transfer chamber and storage chamber respectively.

6. The fuel pump injection for engines as set forth in claim 1 andwherein the said differentially sized fluid displacement rams areintegrally formed and simultaneously operable through guide boresentering into said transfer chamber and storage chamber respectively.

7. The fuel pump injection for engines as set forth in claim 1 andwherein the said differentially sized fluid displacement rams areintegrally formed with the larger ram operable through a guide bore intothe said storage chamber and with the smaller ram operable through aguide bore into the said transfer chamber.

8. The fuel pump injection for engines as set forth in claim 1 andwherein the said differentially sized fluid displacement rams areintegrally connected and extended through a partition dividing the twosaid chambers with the larger ram operable through a guide bore into thestorage chamber and with the smaller ram operable through a guide boreinto the said transfer chamber.

9. The fuel pump injection for engines as set forth in claim 1 andwherein the said differentially sized fluid displacement rams areintegrally connected by a piston moveable therewith and dividing the twosaid chambers with the larger ram operable through a guide bore into thestorage chamber and with the smaller ram operable through a guide boreinto the said transfer chamber.

10. The fuel pump injection for engines as set forth in claim 1 andwherein the said nozzle means opens through the differentially smallersized fluid displacement rams and into the combustion chamber of theengme.

11. The fuel pump injection for engines as set forth in claim 1 andwherein the said nozzle means opens from the said transfer chamberthrough the differentially smaller sized fluid displacement ram, andinto the combustion chamber of the engine, there being a check valve insaid nozzle restricting back flow of fluids from the combustion chamberand into said transfer cham-

1. Full stroke fuel pump injection for a compression ignition enginehaving a combustion chamber, and including: a pump body having closeddual chambers therein, a transfer chamber and a storage chamber, therebeing restricted fluid communication between the transfer chamber andthe storage chamber; differentially sized fluid displacement ramsentering into the said transfer chamber and storage chamber to reverselychange the volumetric displacements thereof respectively; meansreversely reciprocating the said fluid displacement means into saidtransfer and storage chambers in timed relation to cycling of theengine; a metered fuel supply means and a metered fuel dilutant supplymeans both opening into the said transfer chamber and charging the samewith fuel and fuel dilutant respectively in proportionate quantities andin timed relation to cycling of the engine; and nozzle means openingfrom the said transfer chamber and into the combustion chamber of theengine.
 2. The fuel pump injection for engines as set forth in claim 1and wherein the said differentially sized fluid displacement rams aremoved simultaneously by said means reversely reciprocating the same. 3.The fuel pump injection for engines as set forth in claim 1 and whereinthe said differentially sized fluid displacement rams are movedsimultaneously at varied rates by said means reversely reciprocating thesame.
 4. The fuel pump injection for engines as set forth in claim 1 andwherein the said differentially sized fluid displacement rams are movedsimultaneously at the same rate by said means reversely reciprocatingthe same.
 5. The fuel pump injection for engines as set forth in claim 1and wherein the said differentially sized fluid displacement rams areintegrally formed a ram with differentially sized ram pistons operablein said transfer chamber and storage chamber respectively.
 6. The fuelpump injection for engines as set forth in claim 1 and wherein the saiddifferentially sized fluid displacement rams are integrally formed andsimultaneously operable through guide bores entering into said transferchamber and storage chamber respectively.
 7. The fuel pump injection forengines as set forth in claim 1 and wherein the said differentiallysized fluid displacement rams are integrally formed with the larger ramoperable through a guide bore into the said storage chamber and with thesmaller ram operable through a guide bore into the said transferchamber.
 8. The fuel pump injection for engines as set forth in claim 1and wherein the said differentially sized fluid displacement rams areintegrally connected and extended through a partition dividing the twosaid chambers with the larger ram operable through a guide bore into thestorage chamber and with the smaller ram operable through a guide boreinto the said transfer chamber.
 9. The fuel pump injection for enginesas set forth in claim 1 and wherein the said differentially sized fluiddisplacement rams are integrally connected by a piston moveabletherewith and dividing the two said chambers with the larger ramoperable through a guide bore into the storage chamber and with thesmaller ram operable through a guide bore into the said transferchamber.
 10. The fuel pump injection for engines as set forth in claim 1and wherein the said nozzle means opens through the differentiallysmaller sized fluid displacement rams and into the combustion chamber ofthe engine.
 11. The fuel pump injection for engines as set forth inclaim 1 and wherein the said nozzle means opens from the said transferchamber through the differentially smaller sized fluid displacement ramand into the combustion chamber of the engine, there being a check valvein said nozzle restricting back flow of fluids from the combustionchamber and into said transfer chamber.